Flap device



Aug. 29, 1939. E. F. ZAPARKA 2,170,887

FLAP DEVICE origina Filed June 1, 1933 4 sheets-sheet 1 Aug. 29, 1939. E F, ZAPARKA 2,170,887

FLAP DEVICE original Filed Jun'e 1,` 1933 4 sheets-sheet 2 @Homme/Uv Aug. 29, 1939. E. F. zAPARKA FLAI DEVICE Original Filed .June l, 1933 4 Sheets-Sheet 3 A (am,

Aug. 29, 1939. E. F. ZAPARKA FLAP DEVI CE Original Filed June l, 1933 4 Sheets-Sheet 4 lo: manly@ Patented Aug. 29, 1939 UNITED STATES PATENT OFFICE FLAP DEVICE Application June l, 1933, Serial No. 673,911 Renewed October 13, 1936 6 Claims.

My invention relates to operating means for airfoils and more particularly to means for operating wing flaps of airplanes.

An object of my invention is to provide means for operating wing iiaps in which the power is supplied by a source on the plane.

Another object of my invention is to provide means for operating wing flaps from a'motor 'source whose power is derived from the flow past the plane. y

A still further object is to provide manual means for operating wing iiaps either to extend or retract them in combination with a motor deriving its source from the slip stream.

provide novel linkage and method ,of mounting the same for operating wing aps.

Yet another object of the invention is to provide iiuid or pneumatic means comprising a source of stored power under pressure and operating mechanism for extending and retracting Wing flaps.

Where manual means for extending and retracting wing flaps alone were employed in the past it often took considerable time to extend and retract the aps, and the utility therefor was somewhat limited, as quick retraction or extension of the wing aps often is necessary to meet emergency conditions. Moreover, where large airplanes are used, manual means are of necessity very slow since the mechanism required to move large airfoils in the flow must be great. It is to overcome the difficulties of the prior art that these invention were conceived.

In the drawings: l

Figure 1 is a front elevationV of an airplane having a propeller motor mounted in the flow.

Fig. 2 is a detail view partly in section of the gearing and linkage for operating the Wing flaps from the propeller motor.

Fig. 3 is a sectional view taken along the line 3--3 of Fig. 2 looking in the direction of the arrows.

Fig. 4 is a perspective view in detail of the propeller motor and its mounting.

Fig. 5 is a detail view in'section showing the wing iiap and operating mechanism, parts being shown in dotted lines to indicate the open posi- 50 tion of the flap and the position of the operating mechanism.

Fig. 6 is a detail top plan view of the operating mechanism for the wing flaps, parts being broken away to shorten the drawing.

Fig. 7 is a diagrammatic view in perspective Yet a further object of my invention is to of a ilap operating system employing compressed gas or a fluid.

. Fig. 8 is a detail top plan view of a portion of the mechanism shown in Fig. '7, the valve and cylinders being shown in section to more clearly indicate the functioning of the parts.

Fig. 9 is a sectional view in detail of one position of the operating valve of Fig. 8.'

Fig. 10 is a section view in detail of another operative position of the valve of Fig. 8.

Fig. 11 is a partly diagrammatic view showing another modication of a system employing stored gas for operating the wing flaps or a stored uid.

Fig. 12 is a view in side elevation showing a compression arrangement employing a hand PllmD Fig. 13 is a top plan view partly diagrammatic showing another system for operating the wing naps, part of the cylinder being broken away to indicate the position of the pistons.

Referring to the drawings, I have shown an airplane having a fuselage I, propeller 2 and wings 3. 0n the wings I mount ailerons 4 of a type which is original with me and which are covered in copending applications. The operating mechanism for the various controls is neither shown nor described as it is not thought necessary to a clear understanding o the present invention. On the fuselage I are mounted streamlined support members 5 which carry a streamlined gear box 6. On the front of the gear box 6 is mounted a propeller 1.

'I'he propeller 'I is attached to a shaft 8 which carries a conical pinion 8 which meshes with another conical pinion II mounted on the end of a shaft I2. The shaft I2 is journaled in the side of the gear box 6 and I3. The shaft I2 passes through a streamlined housing I ,which is mounted at I5 on the outside of the fuselage I.

On the other or inner side of the fuselage I is mounted a gear box I6. Mounted to loosely turn on the shaft I2 and in the gear box I6 are conical gears I'I and I8. Gears I1 and I8 are mounted, respectively, on bushings I8 and 2|, which are` provided, respectively, with flanges 22 and 23. AThe flange 22 on the bushing I9 holds the gear I in contact with the side of the gear box I 6 but permits the gear I1 to idle on the shaft I2. Likewise the flange 23 holds the gear I8 positioned in contact with the side'of the gear box I6 but permits the gear I8 to idle on the shaft I2.

Means are provided that lock either the gear II or gear I8 as desired, so that it must rotate with the shaft I2. 'I'his means I have shown as I2 is keyed to the double cone clutch 24.

inly

a double cone clutch 24 which isrsplined to the shaft I2 through a key 25 which jets in a keyway indicated in dotted lines at 28 in Fig. 2 of the drawings. The key 25 slides in a keyway joined on the outer portion 26- of the double cone clutch member 24. 'I'he double cone clutch 24 is provided with a trough 21 in which are adapted to travel rollers 28 mounted on shafts 29, which are mounted on forked arms 3| of clutch shift lever 32, which is pivoted at 33 in a plate .34 that fits over an aperture 35 in the gear box-I6.

The levery 32 is provided with a handle 36 so that by moving the handle in either direction the double cone clutch member 24 can be shifted along the shaft I2 to cause one of its clutch faces to engage either a clutch face 31 formed on bevel gear I1 or a clutch face 38 formed on bevel gear I8. AWhen the lever 32 is moved to cau'ie the clutch face on the double cone clutch 24 to engage with the clutch face 31, gear I1 is caused to turn with the shaft I2, since the shaft In this case bevel gear I8 can idle.

Both bevel gears I1 and 'I8 mesh with a bevel gear 39 which is mounted on a shaft 4I journaled in the housing I6. When the bevel gear I1 is keyed to the shaft I2 bevel gear 39 is caused to rotate in one direction, the bevel gear I8 idling. When the double cone clutch is shifted in the opposite direction by the handle 36, bevel gear I8 is keyed to the shaft I2 and rotates bevel gear 39 in the opposite direction for the same rotation of the shaft I2, the bevel gear I1 then idling.

Bevel gear 39 is formed with a small bevel gear 42 which is adapted in emergency, or when the ship is on the ground, to be caused to mesh with a bevel gear 43 mounted on a shaft 44 which is journaled in the side of the housing I6. 'Ihe shaft 44 is adapted to be rotated by means of a crank 45 provided with a handle 46. A spring 41 normally prevents bevel gear 43 from meshing with bevel gear 42. In an emergency, or when the airplane is on the ground, shaft 44 can be pushed inwardly against the tension of spring 41 and gears 43 and 42 can be brought into mesh so that the shaft 4I may be rotated in either desired direction to extend the wing iiaps or to retract them. l

Shaft 4I carries at its end opposite the gear 42 a bevel gear 48 which is adapted to mesh with a bevel gear 49 on a shaft 5I which may be suitably journaled in the airplane construction.

The shaft I is provided with gimbal joints 52 which permit transmission of torque and also permit free movement in all planes. The gimbal joints 52 carry shafts 53 which are provided with screw threaded sections 54'.

`In screw threaded engagement with the portions 54 of the shafts 53 are operating heads 55 to which are pivoted lat 56 operating rods 51, which are adapted to operate remote stations in the Wings for effecting the movement of the aps. 'The operating heads 55 carry pivots 58 to which are pivoted forked arms 59 of bell crank levers 60, whichare pivoted at the angle of the bell crank arms 6I to pins which are anchored in a .triangular box-like support construction 62, which carry pivot pins 12 at their ends, over which ifltv links 14. The other end of the links 14ste plvoted at to connecting members 18 which are attached to the flap construction.

The linkages described are the seme fer various nap operatingstations on the wings. The stations most adjacent to the gimbal joints 52 have the arms 58 of the bell crank levers 58 atl tached directly to the operating heads 55 which -are'on the screw threaded portions 54 ofthe shafts 58. The stations most remote from the gimbal joints 52 have the arms 58 oi' the`bell crank levers 58 pivoted at l'I1 to the end of the operating links 51, the link ends thus constituting the operating heads for these remote stations.

Depending upon which direction the handle 36 is moved when the airplane is flying through the air, the power of the propeller 1 is transmitted through the mechanism described to rotate the-shaft 5I in either direction. This rotation is transmitted to the shafts 58 beyond the gimbal joints 52 and through the linkages described the links 14 are thrust either towards the rear of.

the wing or pulled towards the front of the wing. When the links 14 are thrust to the rear of the wings the flaps are extended. When they are pulled towards the leading edge of the wings the flaps are retracted.

lower smooth outer surface 18 having downwardly extending housing portions 8I in which are pivoted at 82 links 83 whose other ends are pivoted at 84 in the wing construction. There are provided corrugated me'tallic bracing members 45 having channel members 86 on their upper surface. 'Ihe links 16 are pivoted to pivot pieces 81 which slide in tracks 81' on the support members. The pivots 84 for the links 83 are attached to support pieces 88 can'ied on the ends of support members 88 which are attached to the rear wing spar 98 by means of bolts 8|. The rods`51 pass through apertures 59' joined in the support member 88 at the stations nearest the fuselage. Pins 81 are attached to channel members 86 carried by the flaps.

when the links 'Mare pushed to the rear they pull on links 16 and these, through pins 81, move the iiaps downward into the position shown in dotted lines in Fig. 5. When the movement of the links 14 is in the opposite direction, the flaps are moved into the position shown in full lines in Fig. 5. These flaps may be of the type wherein the dimensions of the flap, length of linkages and other factors are such as to cause the trailing edge of the ilap to lle in positions of extension and retraction within the locus of perpendiculars drawn through the trailing edge of the wings and perpendicular to the datum lines of the wing sections. Itis to be understood, however, that I am not hunted to this particular type of flap in connection with the use of .the operative mechanisms and systems which are described in this application. Y

Referring to Figs. 7, 8, 9 and 10, I have shown a system for the operation of the wing flaps which comprises a similar operating linkage arrangement for the iiaps. Each of the iiap stations has a bell crank lever 68. Each bell crank lever 68 at the stations near the fuselage is provided with an arm 92, corresponding to arms 59 of the previously described forms, which is pivoted at 93 in fork supports 94 carried by rods 95, which are in Cil turn pivoted at 96 in fork supports 91 carried by piston rods 98. The other arms and the supports for these bell crank levers, and the operating links Hare similar to those described in connection with Figs. 5 and 6. Similar" operating mechanisms are shown for the stations more remote from the fuselage. Y Here the bell crank levers 60 are constructed as in the forms shown in Fig. 6. The arms 59 of these levers are pivoted at 11 to the rods 51. The ends of the rods 51 adjacent the rods 95 are pivoted in fork supports 94.

Attached to the piston rods 9B are piston heads 99 of the usual construction. These piston heads 99 are adapted to travel in cylinders |0|. The piston rods 98 slide through one end of the cylinders |0| through suitable and .usual packing glands |02. Pipes |03 communicate with one end of the cylinders |0| and pipes |04 communicate with the other end of cylinders |0|. The pipes |03 meet in a T-joint |05 which communicates with the pipe |06 which leads into a valve structure The pipes |04 are connected by a T connection |08 with a pipe |09, which also is connected to the valve |01. The valve |01 is of the usual type and is provided with an exhaust port and a movable valve member ||2. The movable valve member ||2 is provided with cutaway portions ||3. The movable portion ||2 is adapted to be rotated by a handle H4. The exhaust port communicates from an exhaust pipe ||5 which leads to some suitable spot to discharge exhaust gases.

The valve i01 is provided with an inlet port I6 with which communicates inlet line The inlet line |1 is provided with a pressure gauge I8 and communicates with a source of stored gas under pressure ||9 or of other stored fluid under pressure. Y

In the position of the parts shown in Fig. 8, the exhaust port is closed and the inlet port H6 is closed. In this position the flaps will be maintained in the position which they occupy; i. e., the up position. This position is shown in Fig. 8.

Let us assume that the rotatable member ||2 of the valve is moved by the handle il@ to the position shown in Fig. 9. Here pipe |09 is thrown into communication with exhaust port therefore, the gas can exhaust in advance of the pistons 99. At the same time it will be noted that inlet port titi is in communication with pipe |06 which admits pressure to the cylinders to drive the parts into the position shown in Fig. 8.

Let us assume that the rotatable member 2 of the valve mi is movedl in the position shown in Fig. l0. Here exhaust port ill is thrown into communication with pipe itt which permits the escape of fluid from the side of the cylinders communicating with pipe i9@ and also the side of the cylinders with which pipes |103 communicate. At the same time inlet port H3 is thrown into communication with pipe E09, admitting gas under pressure from the storage vessel H9 into pipes tilt which admit the compressed gas into the cylinders. The gas presses on the piston heads 59 and moves them to the opposite end of the cylinder from that shown in Fig. 8. Obviously by manipulation of the handle the valve may be barely cracked, the operation of the flaps may be stopped at any desired point in travel, and extended or retracted. By proper manipulation of the valve tit the action may be fast or slow, and the iaps may be stopped at any desired point. The position of the rotatable member H2 of the valve, as shown in Fig. 8, stops movement of the pistons 99, which will tend to stay in any desired position which the pistons 99 may occupy at the time the valve parts are moved to the position shown in Fig. 8. Ihe action, of course, ofthe airstream -against the flaps may create forces which will tend to move pistons 99 slightly, but such movement will not be large or objectionable.

In Fig. 11 I have shown a single cylinder ||8 with which communicates pipe |9 at its upper end and pipe |2| at its lower end. Pipe ||9 and pipe |2| communicate with the valve |01 of the type previously described. The valve |01 has the usual inlet pipe |22 and an exhaust or outlet (not shown in the'drawings) The inlet pipe |22 communicates with a T tting I 23 which carries pressure gaugeY |24. The T fitting communicates through pipe |25 with a source of gas under pressure |26. By manipulation of the valve |01 by means of the handle ||4 the piston |21, shown in dotted lines, may be moved from one end of the cylinder ||8 to the other to move the piston rod |28. Piston rod |28 is provided with a bifurcated end |29 and a pivot pin |3I. Attached to the pivot pin |3| are two toggle links |32.

Two other toggle links |33 are pivoted at |34 to a tting |35 which may be suitably bolted or otherwise attached to some convenient portion of the structure of the airplane. Toggle links |32 and |33 are pivoted at their other ends to pivot ends |36 which are carried in bifurcated sections |31 of rods |38. The rods |39 correspond to rods 95 of the form of invention shown in Figs. 7 and 8 and the remaining bell crank and other linkages to the aps are similar to those there shown.

By suitable manipulation of the valve handle H6, as in the form of invention just described in connection with Figs. 'Ito 10inc1usive, the piston |21 may be caused to move from one end to the other of cylinder I8, and through the double toggle arrangement just described rods |38, corresponding to rods 95 of the form of invention shown in Figs. '7 to 10, inclusive, may be reciprocated to open or close the aps.

In Figs. 12 and 13 I have shown somewhat diagrammatically a hand pump arrangement for compressing the gas, such as air, which may be used in any of the forms to move the piston heads in the cylinders. In the form of device shown in Fig. 12 I have indicated a storage reservoir |33 for gas under pressure and a hand pump Mil which is pivoted at |42 to a support member Mit carried above the tank U39.

The tank |39 is provided with pressure gauge |40. The lower end of the lever itl is pivotally attached at M5 by suitable connections to piston rods |46 which, through movement of the handle of the lever Mii, may be caused to reciprocate and thus cause piston heads, not shown, in cylinders ifii to pump air through pipes Mt into the storage tank or reservoir i353.

The storage tank or reservoir i539 is provided with an outlet M9 which communicates with a pipe tt. Pipe 65H communicates at the outlet of the valve E09 which is provided with operating handle itt. From the valve pass air pressure pipes S52 and B53. The valve i101 is provided with an exhaust outlet (not shown). Pipes 52 communicate with two pipes tt which communicate with opposite ends of the cylinder S55. The pipe |153 communicates with the approximate center of the cylinder 55. In the cylinder H55 are adapted to reciprocate opposed piston heads |56 which are attached to piston rods E51 provided in the ends oi Athe cylinder 'Il'. The piston rods |51 are .connected as in the form shown in Figs. 'Ito 10, inclusive, and have a biurcated iitting, such as the fitting 01,A as clearly indicated in Figs. 7 and 8. 'I'he remaining linkages to the ilaps themselves are similar tothat means to control the ilow of air to the cylinder,

shown in Figs. 'l and 8.

In operation by manipulation of thehandle H4 the valve lll'l may be operated to admit ain through pipe |53 and exhaust air through pipes l to thusshove the piston heads I to opposite ends of the cylinder |55. Likewise by admitting air under pressure through pipe I and exhausting air from the center of the cylinder through pipe l5: the opposed pistons may be caused to approach each other towards the longitudinal center of the cylinder III. Thus the flaps may be moved to desired positions and either extended or retracted.

While I have shownand described the preferred embodiment of my invention, I wish it to be understood that I do not coniine myself to the precise details of construction herein set forth, by way of illustration, as it is apparent that many changes and variations may be made therein, by those skilled in the art, without departing from the spirit of the invention, or exceeding the scopeiof the appended claims.

Although I have spoken of gas under pressure and air particularly as the source of power, it is to be vunderstood that any iuid such as oil or other similar medium may be employed under pressure to effect the movements of the pistons and the consequent operation of the ilaps.

I claim:

1. A iiap operating mechanism for increasing the lift coemcient of the wings comprising a source of stored fluid under pressure, two .cylinders in connection with said source, pistons in the cylinders, means operated by the pistons to move the iiaps, the power supplied tothe flap being suillcient to quickly bring it to operative position for emergency use, and box-like bracing means having apertures A therein through which the means operated by the pistons extend.

2. In flap operating mechanisms for increasing the lift coeillcient of the wings, the combination of a reservoir for compressed air, a single cylinder, opposed pistons in the cylinder,'valve means to control the flow of air to the cylinder, flexible linkages connected to each of the opposed pistons to operate the wing flaps on opposite wings, the power supplied to the ilap being suiiicient to quickly bring it to the operative' position for emergency use, and triangular box-like bracing that pass through suitable packing glands lll means having apertures in the sides through which the ilexible linkages at least in part extend.

3. In iiap operating mechanisms for increasing the lift coeilicient of the wings, the combination ora reservoir for compressed air, a single cylinder, opposed pistons in the cylinder, valve iiexible linkages connected to each of the opposed pistons to operate the wing flaps on opposite wings, manual means to compress the air in said cylinder, the power supplied to the ap being suillcient to quickly bring it to the Voperative position for emergency use. and triangular box-like bracing means having apertures in the sides through which the iiexible linkages extend.

4. A ilap operating mechanism for increasing the lift coeilicient of the wings comprising a source of stored gas, cylinders in connection with said source, pistons in the cylinders, a plurality of flap operating stations, operating heads at each operating station, means linking the pistons and the operating heads to cause them to reciprocate, a bell crank lever at each operating station one arm of which is pivoted to the operating head for that station, meansmovable by the bell crank at each operating station to extend and retract the ilap, valve means to control the direction of movement of the pistons in the cylinders to determine the direction of movement of the iaps, and a plurality of box-like bracing means having apertures in fthe sides through which the arms of each bell crank lever extend.

5. A ap operating mechanism for increasing the lift coeiiicient of the wings comprising a source of stored gas, cylinders in connection with said source, pistons in the cylinders, flexible linkage with said pistons to move the iiaps, valve means to control the direction of movement of the pistons in the cylinders to determine the direction of movement of the flaps, the power supplied to the ap being sufficient to quickly bring it to the operative position for emergency use, and box-like bracing means through the sides of which the iiexible linkages extend.

6. In a iiap operating mechanism, a reservoir, a hand pump to compress fluid in said reservoir.

motor means in connection with the reservoir,

linkages operated by the motor means adapted to move the flaps, the power supplied to the iiap being suiiicient to quickly bring it to operative position for emergency use, and box-like bracing means through the sides of which the linkages extend. i

EDWARD F. ZAPARKA. 

